Gearing for locomotives.



Patented Jan. 16,1917.

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GEARING FOR LOCOMOTIVES.

APPLICATION FiLED JAN-18,1912.

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APPLICATION FILED JAN-18,1912.

Patented Jan. 16, 1917.

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GEARING FOR LOCOMOTIVES.

APPLICATION FILED JAN. I8, 1912.

' L. F. GOODSPEED-' GEARING FOR LOCOMOTIVES.

APPLICATION FILED JAN.18, 1912.

1,212,625. Patented Ja11.16,1917.

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GEARINGTOR LOCOMOTIVES.

APPLICATION F |LED JAN. 18, 1912.

Patented Jan.16,1917.

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In pen/50F lwo odpeed Aarnqgm UNITED STATES PATENT QFFICE.

LELAND F. GOODSPEED, OF MILWAUKEE, WISCONSIN, ASSIGNOR '10 MILWAUKEELOCO- MOTIVE MANUFACTURING COMPANY, OF MILWAUKEE, WISCONSIN, A CORPORA-TION OF WISCONSIN.

GEARING FOR LOCOMOTIVES.

' Patented Jan. 16, 1917.

Application filed January 18, 1912. Serial No. 671,852. j

To all whom it may concern Be it known that I, LELAND F. Goonsrnno, acitizen of the United States, residing at Milwaukee, in the county ofMilwaukee and State of Wisconsin, have invented certain new and usefulImprovements in Gearing for Locomotives, of which the following is afull, clear, concise, and exact descriptlon, reference being had to theaccomanying drawings, forming a part of this specification.

My invention relates to gearing for locomotives which are propelled byinternal combustion engines and which are of the type commonly employedin mines, lumberyards, brickya'rds, and similar industrial places, forhauling purposes. The prime .essentials in a locomotive of this kind arepower, compactness and control. So far as the power feature isconcerned, the strength and efficiency of the parts must be considered.So far as the feature of compactness is concerned, the factors ofconstruction and arrangement must be considered. And sov far asthefeature of control is concerned, the factor of mechanical responsivenessmust be considered. My invention looks toward the satisfactoryattainment of these various ends and is concerned with numeroussubsidiary. features which are dependent upon the particular use towhich the 10- comotives are to be put. For instance, the employment ofan internal combustion engine is highly desirable since fuel is consumedonly when. the machine is working and since it does not involveelectrical track equipment, cumbersome in lumber and brick yards andsimilar places and positively dangerous in mines. However, the nature ofoperation of the internal combustion engine makes it necessary thatcertain precautions be taken when i is employed in mines, by reason ofthe gases which are almost invariably found there. Thus, certainmeasures must be taken to prevent any harmful intake for or exhaust fromthe engine, and I treat these features specifically in carrying out mypresent invention.

In the running of a locomotive of the kind to which my inventionrelates, it is highly desirable to be able to change speeds quickly andto be able to reverse suddenly and these are further features withwhich, it will be seen, I am particularly concerned.

the body Governing the engine by means of the throttleis also veryimportant and I provlde unlque means for taking care of this feature,particularly adapted to the contemplated uses.

The weight of a locomotive, and the distribution of the weight upon thetraction wheels, is important and the precise form of of my locomotive15 of high efliciency in this respect. Not only does it give the desiredweight, but it houses the various parts properly and compactly.

The various features of my invention are embodied in the constructionillustrated in the accompanying drawings, in which- Figure 1 is a sideelevational view of the locomotive, parts being broken away and shown insection in order to reveal the interior construction; Fig. 2 is a planview arrows; Fig. 4 1s rection indicated by the of the clutch and anisolated plan view change gear'mechanism; Fig. 5 is a View similar toFig. 4 except that it is shown in section taken on the horizontal axialplane; Fig. 6 is a more or less diagrammatic plan view of thelocomotive, showing the cooling system for the engine; Fig. 7 is avertical axial sectional view of a trap employed in the cooling system;Fig. 8 is a developed view showing the control for the clutch, changegears, and brake; Fig. 9 is an isolated detail view showing part of thecontrolling mechanism; and Fig. 10 is a view illustrating the throttleof the engine.

The traction wheels are shown at 11, 11 and the axles thereof are shownat 12, 12. Each of these axles carries a pair of journal boxes 13, 13,upon which the frame 14 rests, through the medium of springs 15, 15. Theframe 14 is preferably in the form of a single piece casting and isfashioned to house the traction Wheels, to carry and house all the otherparts of the structure,

and to provide a platform at the rear end- Toward the supporting lugs17, 17 uponwhich the crank case 18 of the internal combustion engine,which has been designated broadly by the reference character 19, rests.The crank shaft of the engine is illustrated at 20. This shaft is'operatively connected with a countershaft 21, by means of gears or othermechanism inclosed within the casing 22 and by means of this arrangementthe exhaust valves 23 are operated. The manifold for the engine isillustrated 'at 24 and the carbureter 25 is connected with this mamfold,as indicated at 26. The inlet for this carbureter is illustrated at 27and it wilLbe seen that it is covered with a screen 28 so thatcombustion on one side may not be transmitted to the other, inaccordance with the principle involvd in theoperation of a Davy minerslamp.

The crank shaft 20 is provided at its end with a pulley' 29 which isconnected, by means of a belt 30, with a pulley 31 on the shaft 32 of awater pump 33. This water pump forms part of a water cooling systemwhich will be described in detail hereinafter. t

The exhaust pipes for the various cylinders of the engine areillustrated at 34, 34 and it will be seen that they are all connectedwith the exhaust pipe 35 leading toward the front of the locomotive.This exhaust pipe 35, as best illustrated in Fig. 1, is provided with arelief valve 36, the function of which will be pointed out presently.Beyond. the relief valve 36, the pipe 35 connects with a muflier 37 andthe other end of the muflier, by means of a pipe 38, connected with thebottom of a chemical tank 39, the top of this chemical tank beingconnected with the atmosphere. This chemical tank is provided for theaccommodation of a lime solution through which the exhaust gases arepassed when the locomotive is used in mines or anyother places wheregases are likely to be ignited by contact. In this way the combustiblefactors in the exhaust vapors are killed before the fluid is passed onto the surrounding atmosphere. The function of the relief valve 36 willnow be obtained since in the case of a back draw on the part of theengine the lime solution will not be drawn through the system, but thevalve 36 will open to admit the atmosphere through the path of leastresistance. Under ordinary circumstances, the valve 36 remains closedand it will be seen that the valve is simply constructed to allowgravity to effect this normal position.

The gasolene reservoirs 40, 4O arc hung in convenient positions upon theskeleton superstructure and are connected by means of anysuitable-piping (not shown) with the carb'ureter.

The radiators 41, 41 are also hung in suitable positions upon theskeleton superstructure and are connected together and with waterjackets surrounding the cylinders of the engine by means of piping 42,42. The pump 33, which has hereinbefore been referred to, is connectedup in this piping, as is also a strainer 43, which is shown in detail inFig. 7. It will be seen that it comprises a downwardly extending trap 44which houses a tubular screen 45. The water is fed to the inside of thescreen and is withdrawn from the outside thereof. The bottom of the trapis provided with a cap 46 which may be removed to relieve the strainerof any collected impurities. It will be seen, by reason of the skeletonsuperstructure, that the radiators are exposed to the air, and while thespecific form of these radiators does not comprise part of my presentinvention, it will be understood that the water is passed over coolingsurfaces which are exposed to the cold air. As a matter of protection,and still allowing for proper circulation, the open parts of theskeleton superstructure are closed by' means of screens 47, 47, asillustrated in Figs. 1, 2 and 3.

The front end of the engine shaft 20 is provided with a fly wheel 48which, as illustrated in Fig. 5, is secured to the end there- .of bymeans of bolts 49, 49. This fly wheel is provided upon its forward facewith the diametrical slot 50 in which the ends of a yoke 51, carried bythe main shaft of a transmission mechanism to be described presently,aredisposed. The purpose of this arrangement will be described presently.

In front of the wheel 48 a heavy cradle 52 is mounted upon the frame 14and it is this cradle that carries the clutch and change gear mechanism.This cradle 52 is provided upon its longitudinal axis with three journalboxes 53, 54 and 55, the box 54 being in the middle and the othersbeingat the ends. The main shaft 56 of the transmission mechanism is mountedin these journal boxes and it is this shaft that carries the yoke 51.The shaft 56 is in alinement provided with a bushing 58, these bushingsproviding partly for the direct support of the main transmission shaftand, as well, for the sleeves surrounding the shaft, as will be pointedout hereinafter. Just the inside of each of the bushings 58 to the shaft56 carries a frustoconical fiber clutch member 59 which is clampedbetween plates 60 and 61, threaded upon the shaft, and which is heldrigidly with the shaft by means of any suitable key mechanism. The fiberelement is confined in a spool of two parts bolted together and it willbe seen that the peripheral surface of the clutch member is a fiber one.The clutch members 59 converge toward each other and each of them isdisposed within a correspondingly shaped shell 63carried upon a yoke 64extending from a sleeve 65 surrounding the shaft 56 and disposed withinthe bushing 58. Each of said shells 63 is provided with aface plate 66,bolted thereto by means of bolts 67, 67, this face plate having acentral opening large enough sothat the shaft 56 can pass therethroughwithout contact. The rear face plate 66 carries the bev-' eled pinion 68and the front face plate carries the pinion 69. Each of these pinionshas a central shaft 56 may pass therethrough without contact and has aconcentric sleeve 70 extending forwardly therefrom. Each sleeve 70 isset in a bushing 71 mounted in the bearing 54:. It will be seen that thetwosleeves 70 are separate from each other, so far as rotation isconcerned, and ball bearings 72, 72 are provided to prevent friction atthe ends of said sleeves. It will now be understood that the shaft 56,carrying the two fiber clutch elements, is capable of longitudinalshifting. There are three effective positions: First, the normalposition, that shown in Fig. 5, where neither of the fiber elements isin contact with the interior surface of its respective shell, second,the position wherein the forward fiber element is in contact with itsshell, so that the pinion 69 will rotate, and, third, that position inwhich the rear element is in contact with its shell so that the pinion68 will rotate. It will be seen that when one of said fiber elements isin contact with its shell, the other cannot be. It will be noted furtherthat in whichever position the shaft 56 is brought, it will always be inoperative relation with the engine shaft by reason of the;

fact that the slot and yoke arrangement 50 and 51, which has beendescribed, admits of such longitudinal displacement without disturbingthe angular relation.

The manner in which the shifting of the rotation from the pinion 68 tothe pinion 69 and vice versa is secured, will now be described. Theshaft 56 extends forwardly a short distance beyond the journal box 55and'there it is provided with a reduced end upon which a wearing collar73 is clamped by means of nuts 74, 74. This collar is surrounded byanother collar 7 5 and between these two collars the ball races 76, 76are provided. The collar or ring is provided with trunnions 77 77, asshown in detail in Fig. 9, and these trunnions are mounted in theopposite sides of a yoke portion 78 62 composed opening of such sizethat the of a lever 79 which is pivoted at 80 to an extension 81 fromthe frame piece 52. The lever 79 carries at its end a sleeve 82 which isinternally screw-threaded for the reception of the screw-threaded end ofthe controlling rod 83 which, as shown in Fig. 1, extends from the lever79 rearwardly and slightly upwardly to the operators position. Thecontrolling rod 83 is mounted within a sleeve 84:, which will bereferred to later and which itself is mounted in a bearing part 85 onthe superstructure 16 of the frame. At its rear end the rod 83 isprovided with a hand wheel 86 and it will now be seen that when it isturned in one direction or the other, it will result in the swinging ofthe lever 79 about the pivot 80. This shifts the shaft 56 of thetransmission in one direction or the other and results in throwing in ofone of the clutches. When the hand wheel is turned in one direction thelever 79 is drawn rearwardly to throw the forward clutch in and when itisturned in the other direction it is swung forwardly to throw therearward clutch in. It will be remembered that only one or the other ofthe two pinions 68, 69 can be in operative connection with the shaft 56at one time. These pinions are both constantly in mesh with a beveledgear 87 which is mounted upon a shaft 88 extending at right angles tothe shaft 56 and in the same plane therewith. This shaft 88 issurrounded by a pair of bushings 89', 89, which in turn are surroundedby a sleeve 90. This sleeve 90 carries a collar 91 which bears, throughthe -medium of ball hearings, in a bearing 92 on the frame 52. The shaft88 extends beyond the sleeve 90 as clearly shown in Fig. 5, andisjournaled in a bearing 93 in the frame 52, which forms part of atransmission box containing the change gears to be described presently.This box is indicated by the reference character 94-and is provided withan opening in the top which is closed by a cover 95 as illustrated inFig. 2. A

Referring again to Fig. 5 and to Fig. 4, it will be seen that the sleeve90 has the gear 96 rigidly secured thereto. Mounted in bearings 97, 98in the walls of the box 9i is a shaft 99, set parallel to the shaft 88.This shaft is surrounded by a bushing 100 which carries a sleeve 101having the gear 102 meshing with the gear 96. The shaft 88 has a gear103 keyed thereto and this gear meshes with a gear 104 mounted torevolve upon the shaft 99 which is stationary. The sleeve 90 is providedwith a clutch collar 105 which rotates therewith but which may be movedlongitudinally thereon, and the sleeve 101 is provided with a clutchcollar 106 which rotates therewith but which is movable longitudinallythereon. Each of the gears I03 and 104 is provided with clutch teeth 107and each of the clutch collars 105, 106 is provided with clutch teeth108 which are adapted to ;co6perate with the teeth 107.

The box 94 is provided with a vertical shaft 109 set midway between theshafts 88 and 99. This'shaft carries a doublearmed lever 110 and eacharm of this lever is provided at its end with a loop 111 into which apin 112 extending from a collar 113 is set upon the clutch collar 105 or106 as the case may be, as clearly illustrated in Fig. 5. Outside thebox the shaft 109 is provided with an arm 114 and it will now appearthat when the arm is thrown in one direction the gear 104 and clutchcollar 106 will be in operative relation and when the arm is thrown inthe other direction the gear 103 and collar 105- will be in operativerelation. The arrangements are alternative and only one can be in use ata time. It will thus be seen that the drive from the shaft 56 may beeither through the shaft 88,

gear 103, clutch axle 105, and sleeve 90, which is the high speedarrangement, or it may be through the shaft 88, gear 103, gear 104,clutch collar 106, sleeve 101, gear 102, gear 96, and collar 90, whichis the low speed arrangement, the gear ratios being proper for thispurpose. The arm 114 is connected, by means of a rod 115; extendingrearwardly therefrom, with a lever 116 pivoted at 117 to a part of theframe near the operators position at the rear of the machine. By movingthis lever one way or the other the shaft 109 is shifted in the mannerjust described.

The sleeve 90 carries the driving sprocket 118 which, by means of achain 119 is connected with a sprocket on the front axle. This axlecarries another sprocket wheel 121 which by means of a chain 122 isconnected with a sprocket 123 on the rear axle.

Associated with each of the traction wheels 11 is a brake shoe at 124which is loosely hung from the frame work by means of the hanger 125.These brake-shoes have each pivoted thereto a lever 126 and these leversare connected by means of a rod 127.

The forward lever 126 has its other arm engaging with a part of theframe work and the'rearwardlever 126 has its other arm connected, bymeans of the rod 128, with a gear segment 129 mounted at 130 upon theframe work. This segment meshes with a worm 131 carried upon the sleeve84 and the outer end of the sleeve carries a hand wheel 132. It will nowappear that when the hand wheel is turned the segment 129 is moved toset the brakes or to release them as the case may be.

In Fig. 8 I illustrate a modified arrangement which does away with thecontrolling lever 116. In this modified arrangement theanalogous partsof the transmission and brake are lettered to correspond with the partsof the arrangement which has been described and it will be seen that thedifference lies in the use of a sleeve 133 which is disposed between therod 83 and the sleeve 84. This sleeve is capable of longitudinalmovement upon the rod 83, but it is splined thereon as illustrated at134 so that it rotates therewith. In this case the hand wheel 86 ismounted upon the sleeve 133 and it will be seen that so far as theangular movement of the shaft is concerned there is identically the sameoperation as in the case of the form already described. However, it ispossible to shift the sleeve 133, as indicated in dotted lines in Fig.8, and this shifting is utilized by connecting the sleeve 133 with theshaft 109 of the change gear mechanism by means of an annular groove135, bell crank lever 136 and a connecting link 137. It will now be seenthat as the hand wheel 86 is shifted forward and back it secures thegear changes already described, and this without interfering with itsfunction to control the,

means of connecting links 140. The governor balls are held together bymeans of a spring 141 and when they are at their inner limit thethrottle is wide open. A rod 142 substantially at right angles to themid-position of the throttle lever 138 passes through the throttle leverand is provided with a collar 143 on one side of the throttle lever anda collar 144 on the other side thereof. 11 coil spring 145 is disposedbetween the lever 138 and the collar 143 and; a simi-" lar spring 146 isdisposed between the lever 138 and the collar 144. The rod 142 connectswith one arm of the governor crank lever 147, the other arm of which, bymeans of a link 148, connects with the adjusting lever 149 clamped uponits pivot 150 and held in any-position thereon by friction. It will beseen that by moving the lever in one direction or the other the actionof the spring 141 of the governor may be either aided or subtracted fromand in this way the speed of the engine is controlled. This lever isconveniently at the operators position and he may move the lever to oneextreme to increase the effect of the spring 141 and to increase thespeed of the engine, or he may move the lever to the other extreme toreduce the effect of the spring 141 and to reduce the speed of theengine, or he may choose any intermediate position."

I claim as newv and desire to secure by Letters Patent:

1. In gearing mechanism for a locomotive, a fly wheel having a slot anddriven by the driving motor, a longitudinally shiftable shaft, clutchmembers on said shaft, a. gear associated with each clutch member, anoperative connection for transmitting motion between said gears and theload, means carried by said shaft and disposed in said 'slot in said flyWheel for driving said shiftscrew-threaded part cooperating with saidfirst named screw-threaded part, change gears, a sleeve keyed on saidrod, a hand wheel on said sleeve, and an operative connection betweensaid sleeve and said change gears whereby shifting of the sleeve securesa change in gear relation and angular movement of said sleeve securesoperation of the clutch.

4. In combination, a driving wheel having a flange and slotsdiametrically disposed in said flange, a longitudinally shiftable shaft,said shaft being substantially in line with the axis of said drivingwheel, a spider on said shaft, said spider having arms disposed in saidslots, clutch members on said shaft, said clutch members being broughtinto action by longitudinal movement of said shaft, a lever forshiftingsaid shaft, and means driven by said clutch members foralternately driving a power shaft.

5. In gearing for a locomotive, a driving wheel having a plurality ofdiametrically disposed slots, a longitudinally shiftable shaft, a spiderhaving rigid arms disposed in said slots, said spider secured to saidshaft, clutch members connected to said shaft, opposing clutch membersassociated with said first named clutch members, transmission mechanism,gearing between said transmission mechanism and said opposing clutchmembers, and means to shift said shaft to operate said first namedclutch members to bring one or the other of them into engagement withits respective opposing clutch member. 1

6. In gearing for a locomotive, a driving shaft, a clutch for saidshaft, a lever for shifting said clutch, a screw-threaded part on saidlever, an operating rod having a screw-threaded part, cooperating withsaid first-named screw-threaded part, change gears driven by saidclutch, a sleeve keyed on said operating rod, an operating connectionbetween said sleeve and said change gears whereby shifting of the sleevecauses shifting of said change gears and means for moving said rodangularly to operate said clutch;

In witness whereof, I hereunto subscribe my name this 11th day ofJanuary, A. D.,

LELAND F. GOODSPEED. Witnesses:

ARTHUR H. BOETTCHER, HARVEY L. HANSON.

